Nonelectric igniter



Nov. 11 1924,

TRIc IGNITER s Sheets-Shet 1 Filed Dec. 5, 1923 w H N VB T . 9 EH W Nav- H 1,515,562

\ ENSSLE NONELEGTRIQ IGNITER Filed Dec. 5, 1923 s Sheets-Sheet 2 All F INVENTOR. g6 Enssle ATTORNEY.

Nov. 11 1924 1,515,552

F. ENSSLE NONELECTRIC IGNITER' Filed Dec. 5, 1923 3 Sheets-Sheet 5 INVL NTOR'.

Fritz Ens l Q ATToR/vm atented New. 11, 12%.

FRITZ ENSSLE, F ROSELLE, NEW JERSEY. v

NONELECTRIC rsm'rnn.

Application filed December 5, 1923. Serial No. 678,621.

- 1 tion engines, being operated inconjunction with the compression created by the piston,

most commonly used inthe gas engine construction.

I attain these objects by the mechanism il- 15 lustrated in the accompanying drawings, in

which:

Figure 1 is a partial end elevation of a gas combustion engine, certain parts being broken away for clearness of illustration.

Figure 2 is an enlarged vertical section of the non-electric-igniter and adjoining parts.

Figure 3 is an enlar inder 10.

Figure 4 is-a top plan view of Figure 3. 5 Figure 5 is an enlarged elevation of valve carrying cage 12. I

Flgure 6 is a top plan view of Figure 5. Figure 7 is an enlarged elevation of block 4. Figure 8 is a top plan view of Figure 7. Figure 9 is an enlarged side elevation of shoulder bolt 8. v

Figure 10 is atop plan. view of Figure 9. Figure 11 is an enlarged elevation of block 5.

Figure 12 is a top plan view of Figure 11. Figure 13 is a top plan view taken on line A- of Figure 1.

Similar numerals refer to similar parts throughout the several views.

Operating inside of cylinder 1 is the or dinary type reciprocatin piston 2, operated by means of the well known type connecting rod and crankshaft.

Located central and on top of said piston 2, is a smaller piston 3, which is comprised of a cylindrical block 4., upper end of block 4 having countersunk groove 6, in which cylindrical block 5 with a shouldered end 7 fits, leaving a space 7 lower block 1 having tour equally divided grooves 'which are connected to 7".

Blocks 4 and 5 being secured'rigidly to piston 2 by means of shoulder bolt 8 and nut 8.

gedelevation of. cyl- In direct alignment and above piston 3 is a cylinder 10, said cylinder 10 being screwed intot-op of cylinder head of-engine, said cylinder having cylindrical hole 11, which re ceives igniter piston 3, whichenters said hole 11 when piston 2 reciprocates.

Cylinder 10 comprises a valve carrying cage 12, a valve 13 having a valve stem 14.; rigidly secured to said valve stem is washer '15 slidably mounted in hole 16 of said cage 12; around valve 14 is a loosely fitting compression spring 17, the latter being held be- I tween washer 15 and bottom of hole 16; a

slotted hole 18 in lower end of cylinder 10 is connected to a slotted hole 19 by means ofcanal 20. Directly above valve 13 is located a collection chamber 21, which is joined to circular co'llection chamber 22 by means of openings 23, said circular collection chamber 22 being directly connected to cylinder chamber 11 by means of hole 22?.

Fittin around outer circumference of valve cage 12 is an angle-shaped supporting bracket 24, the latter being held in a rigid position by means of a jam-nut 25. Pivotallv mounted on upper end of said bracket is a T-shaped lever 26, pivoted at 27 in any suitable manner, the underside of said lever 26 resting on valve stem 14 and opposite end of lever 26 resting under a pair of rocker arms 27 and 28, the said rocker arms 27 and 28 also resting on the stem of exhaust valve 29 and intake valve 30, said exhaust valve 29 and intake valve 30 being of the well known type. The opposite ends of said rocker arms 27 and 28 respectively, resting v on'push rods 31.

In operation and assuming the piston 2 to be traveling upward on the compression stroke, igniter piston 3 enters i iter cylinder chamber 11, thereby creatlng an over compression, which is greatest when piston 2 arrives at nearly dead center.

The gas in said cylinder 10 is so greatly compressed that ignition takes place, the piston 2 arriving at dead center just after theautomatic ignition has taken place. At this instant, groove .7 isdirectly opposite slot 18in cylinder 10.

The ignited gases pass through slot'19 to adjoining channel 20, downwardl to slot 18, to circular groove 7 which a joins the four slot recesses 4" in block 4 to the main cylinder chamber 1, thereby ignitmg the oncoming gas being drawn into the hole 22 compressed gases in main cylinder chamber 1 and consequently driving the piston 2 on its downward stroke. As soon as sa'd pis ton 2 has reached its lowest dead center, the exhaust valve 29 is opened by rocker arm 27, thereby allowing the already exhausted gases to be expelled through said exhaust valve 29 by the upward movement of piston 2. Also at the same instant exhaust valve 29 is opened, valve 13 of the igniter is opened by the downward pressure of pivot lever 26 and as piston 3 enters cyl nder chamber 11, there is no over compression, as the compressed air or gases passes by the opened valve into the adjoining collection chamber 21, from there through openings 23 to collection chamber 22, thence passing through circular adjoin ng hole 22 to cylinder chamher 1, thereby preventing high compression ignition created within cylinder 10.

The exhaust valve 29 returns to its closed posit'on while the intake valve 30 opens, thereby pressing the pivotally mounted lever 26 downward and opening valve 13, the

into igniter cylinder 11 in order "to be ready for compression when exhaust valve 29, intake valve 30 and valve 13 closes, preparatory to the oncoming compression stroke; hence high compression again is created within said cylinder 10 and igniton takes place, hence the process is constantly repeated.

Having thus described my invention what I claim as new and desire to secure by Letters Patent of the Un'tted States is 1. In an internal combustion engine, a cylinder, a main piston therein, an igniter piston carried by the main piston, an auxiliary cyl nder arranged in line with and adapted to receive the igniter piston, a valve controlling admission of fuel to the auxiliary cylinder, a passage formed beyond and controlled by said valve to permit passage of compressed gas to return to the main cylinder on the non-explosive strokes of the man piston, and means for directly operating said valve.

2. In an internal combustion eng'ne, a

main cylinder, a main pistontherein, an auxiliary piston carried by the main piston and fdrmed with an annular channel and with outlet channels depend'ng from and in communication with the annular channel,

In testimony whereof I have afiixed my signature.

FRITZ ENSSLE. 

